Intercity High-Speed Railway Systems • Economic Growth and Increased Employment
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Low Carbon Green Growth Roadmap for Asia and the Pacific FACT SHEET If designed well, high-speed railway systems contribute towards: • Improved air quality and lower greenhouse gas emissions4 Intercity high-speed railway systems • Economic growth and increased employment Challenges to using high-speed railway High-speed railway explained • Estimating annual ridership during feasibility stage analysis (and thus returns, including greenhouse gas Definitions of a high-speed railway system vary, but a common one is a rail system designed for maximum train reduction) can be difficult, especially when developments in other transportation modes (air and auto speeds that exceed 200 km per hour for upgraded tracks and 250 km per hour for new tracks. High-speed rail is mobile) are uncertain generally used for intercity transport rather than urban transport. • High investment costs for buying the needed land and building the lines and trains • Long period of construction time and for reaping payback Performance, evaluated Limitations Capacity Approximately 1,000 persons per vehicle. Double-decker trains • High-speed rail lines, once built, are very inflexible. Corridors to be developed must be heavily studied to increase the capacity but also increase drag, and thus increase the determine if the return is likely to be eco-efficient. amount of energy needed. • Increasing train speed requires considerably more electricity. If power is sourced from polluting technologies and/or if load factors are low, high-speed rail can actually exacerbate rather than mitigate Geographical range There is no limit in expanding the line, as long as the demand is high. Generally, high-speed rail can compete with airplane trips of greenhouse gas emissions. 300–600 km and car trips of up to 300 km.1 • The possible positive ecological impacts are largely dependent on a modal shift – more passengers must choose high-speed rail links over driving or flying. Implementing cost Infrastructure costs are highly variable and very dependent on a • To maintain the high speed and financial viability of the system, the service should be supplemented with number of site-specific factors. Excluding planning fees, the cost intermodal transport that will improve the connectivity and sense of door-to-door service. can range from 9 million to 40 million euros per kilometre in Europe. • Construction on soft ground is technically difficult. The difficult terrain and travel through high-density There is an additional 30,000 euros per kilometre in track cities are the main reasons for the higher construction costs. maintenance costs as well as 77,000–145,000 euros per seat in rolling stock (train) operations and maintenance costs.2 Costs in Asia are likely somewhat lower due to lower construction and labour Implementing strategies costs. Payback period The length of the payback period depends not only on the cost of • Financial support from public sector: Securing and allocating government revenue for high-speed rail the project but also on ridership per year and the level of passenger investments over multiple years is a necessary first step to allow for the required years of planning and charges. European studies have shown break-even ridership to be 5 construction of a new high-speed rail project. Long-term revenue could come from a transportation tax. 3 3 million to 17 million passengers per year. Most systems take in Publically chartered infrastructure corporations can foster public-private partnerships and alleviate more revenue than annual operating costs but do not come close to planning difficulties for lines that cross administrative boundaries of provinces or even national borders.6 recouping the infrastructure investment costs. A high-speed railway should be promoted alongside renewable energy-promoting policies in order to Example Shinkansen in Japan, High-speed rail in China, Korean Train have positive climate change mitigation impacts. eXpress in Republic of Korea • Coordination with feeder transportation: Because a high-speed railway is usually operated for passenger transport, the service should be linked to other more flexible feeder transportation in order to improve the connectivity. • Strategic design of networks: Because demand for rail services needs to be quite high for investment in Strengths of the high-speed railway high-speed rail to be worthwhile, it is significantly important that a high-speed rail system be used to link sizeable population centres that expecting increased travel capacity between them • Long-term and durable infrastructure • High carrying capacity • Relatively safe (fewer traffic casualties compared to road-based transport) • Efficient land use (road-based transport occupies more space with multiple lanes and parking lots) • Faster, more reliable transportation times 1 Gines De Rus, “The economic effects of high-speed rail investment”, Discussion paper No. 2008-16 prepared for the Round Table on Airline Competition, Systems of Airports and Intermodal Connections, Paris, 2-3 October 2008. Available from www.internationaltransportforum.org/jtrc/discussionpapers/dp200816.pdf (accessed 21 February, 2012). 2 ibid. 3 Chris Nash, “Enhancing the Cost Benefit Analysis of High Speed Rail”, California Connect, February 22, 2011. Available from http://californiaconnect.com/research/view/enhancing-the-cost-benefit-analysis-of-high-speed-rail (accessed 26 September 2011). Low Carbon Green Growth Roadmap for Asia and the Pacific : Fact Sheet - Intercity high-speed railway systems If designed well, high-speed railway systems contribute towards: • Improved air quality and lower greenhouse gas emissions4 • Economic growth and increased employment Challenges to using high-speed railway High-speed railway explained • Estimating annual ridership during feasibility stage analysis (and thus returns, including greenhouse gas Definitions of a high-speed railway system vary, but a common one is a rail system designed for maximum train reduction) can be difficult, especially when developments in other transportation modes (air and auto speeds that exceed 200 km per hour for upgraded tracks and 250 km per hour for new tracks. High-speed rail is mobile) are uncertain generally used for intercity transport rather than urban transport. • High investment costs for buying the needed land and building the lines and trains • Long period of construction time and for reaping payback Performance, evaluated Limitations • High-speed rail lines, once built, are very inflexible. Corridors to be developed must be heavily studied to determine if the return is likely to be eco-efficient. • Increasing train speed requires considerably more electricity. If power is sourced from polluting technologies and/or if load factors are low, high-speed rail can actually exacerbate rather than mitigate greenhouse gas emissions. • The possible positive ecological impacts are largely dependent on a modal shift – more passengers must choose high-speed rail links over driving or flying. • To maintain the high speed and financial viability of the system, the service should be supplemented with intermodal transport that will improve the connectivity and sense of door-to-door service. • Construction on soft ground is technically difficult. The difficult terrain and travel through high-density cities are the main reasons for the higher construction costs. Implementing strategies • Financial support from public sector: Securing and allocating government revenue for high-speed rail investments over multiple years is a necessary first step to allow for the required years of planning and construction of a new high-speed rail project. Long-term revenue could come from a transportation tax.5 Publically chartered infrastructure corporations can foster public-private partnerships and alleviate planning difficulties for lines that cross administrative boundaries of provinces or even national borders.6 A high-speed railway should be promoted alongside renewable energy-promoting policies in order to have positive climate change mitigation impacts. • Coordination with feeder transportation: Because a high-speed railway is usually operated for passenger transport, the service should be linked to other more flexible feeder transportation in order to improve the connectivity. • Strategic design of networks: Because demand for rail services needs to be quite high for investment in Strengths of the high-speed railway high-speed rail to be worthwhile, it is significantly important that a high-speed rail system be used to link sizeable population centres that expecting increased travel capacity between them • Long-term and durable infrastructure • High carrying capacity • Relatively safe (fewer traffic casualties compared to road-based transport) • Efficient land use (road-based transport occupies more space with multiple lanes and parking lots) • Faster, more reliable transportation times 4 To be environmentally beneficial, a high-speed railway system must capture the market share of passengers who would otherwise use cars or airplanes. The final environmental impact depends on (inter alia): Load factor (CO2 emissions per passenger mile decrease as passengers increase); Electricity CO2 factor (generation mix and associated emissions); Changes in competing modes (emissions for air and road transportation). 5 Petra Todorovich, Daniel Schned and Robert Lane, High-Speed Rail: International Lessons for U.S. Policy Makers (Cambridge, MA, Lincoln Institute of Land Policy, 2011). 6 Petra Todorovich, Daniel Schned and Robert Lane, High-Speed Rail: International Lessons for U.S. Policy Makers (Cambridge, MA, Lincoln Institute of Land Policy, 2011). Available from www.lincolninst.edu/pubs/download.asp?doc_id=1268&pub_id=1948 (accessed 26 Septem- ber 2011). Low Carbon Green Growth Roadmap for Asia and the Pacific : Fact Sheet - Intercity high-speed railway systems Further reading High Speed and the City, by International Union of Railways (Paris, 2010a). Available from www.uic.org/download.php/publication/518E.pdf High Speed Rail, by International Union of Railways (Paris, 2010b). Available from www.uic.org/download.php/publication/521E.pdf.